Valve mechanism



Aug. 11, 1953 Original Filed April 8, 1947 H. w. PRICE HAL VALVE MECHANISM 2 Sheets-Sheet 1 INVENTORS 5y V. A

Arm ma 1953 H. w. PRICE 11m. 2,648,311

VALVE MECHANISM Original Filed April 8. 1947 2 Sheets-Sheet 2 4 a (/IVVENTOEJ Z257 K Patented Aug. 11, 1953 U h h 2,648,311

Harold W. Price; Pasadena, South Bend, Ind., Corporation, poration of Delaware E. Hupp, Aviation Calif., and Edward assignors to Bendix South Bend, Ind., a cor- Original application April 8, 1947, Serial No.

740,158. ber 28, 1951,

Divided and th is application Septem- Serial No. 248,742

6 Claims. (01. 12-1-'38) This invention relates in general to valve mechanism and in particular to 'a-power and manually operated three way valve mechanism adapted for use as a control means in a mechanism for controlling the operation of an automotive vehicle.

It is an object of our invention to provide a compact and easily serviced valve unit adapted for use as a control means for a pressure differof an automotive vehicle.

Another object of our invention is to provide means for operating and controllingth'e operation of a fluid pressure motor controlling a three way valve of the follow up type, said means including a manually controlled means comprising a three way valve operable, at the will of the is make an operation of the follow up valve possible, and further including manually and power operated means for actuating the follow up valve. T I

Other objects of the invention will appear more fully hereinafter from the following detailed description when taken in connection with the accompanying drawings, wherein a single embodiment of the invention is illustrated.

Figure 1 is a diagrammatic view disclosing the valve mechanism of our invention employed as 'part of a clutch control mechanism;

Figure 2 is a plan view looking at one end of the valve mechanism of our invention;

Figure 3 is a longitudinal sectional view taken on the line 33 of Figure 2 of the control valve mechanism of our invention;

Figure 4 is a view, partly in section, taken on the line 4-4 of Figure 2 disclosingdetails of the solenoid operated vacuum cut in valve of the valve mechanism of our invention; and

Figure 5 is a view disclosing the principal parts of the connection interconnecting the accelerator, the throttle and the control valve.

The valve unit constituting our invention is disclosed in Figure 3 and said unit may be employed as a control means for the clutch control mechanism of an automotive vehicle;"accordingly the remaining figures of the drawing disclose our invention as a partof such a control.

vDescribing now the clutch control mechanism disclosed in the several figures of the drawings, the principal elements thereof consist of a single of the friction clutch trol chamber, the

sleeve valve acting vacuum motor l0 comprising a'casing I2 and a power element such as a piston, not shown, which is connected to a friction clutch, not shown, of a conventional design. One end of the casing of the motor, a portion of the body thereof and the power element together outline a congaseous pressure within said chamber being controlled to control the operation of the motor. The force transmitting means interconnecting the power element of the motor with the clutch preferably includes a flexible cable l4 connected to a crank l6; and said crank is fixedly connected to a shaft l8 which is con,- nected to the clutch. A foot operated clutch pedal 20, contactable with a flange 2| extending from the crank I6, is also preferably included in the clutch operating mechanism.

One end of the motor [0, that is the end of the same constituting a part of the aforementioned power compartment of the motor, is connected by aconduit 22 to a compartment 24 of a control valve unit indicated as a whole by the reference numeral 26 and three difierent views of said unit aredisclosed in Figures 2 to 4 inclusive. The

of the unit 26 is provided with a cyshaped bore to receive a cylindrical member 28 constituting one of the compartment 24, Figure 3.

' A valve member 30, which is biased inwardly by the two part three way One end of the latter valve member, is provided with diametrically spaced openings to receive therethrough a 'pin' 32 and said pin extends through a connect- 1ng pin 34, one end of which extends within the which is slidably received at one of its ends in a portion of the valve casing and which is secured at its other end to a flexible diaphragm 44. This diaphragm constitues the power element of a valve operating pressure difterential operated motor indicated as a whole by the re'ierencenumeral 45; and the operation of said motor is in large measure controlled by the gaseous pressure within the control compartment 46 of said motor, and by a compression spring 41 withinsaid compartment. A compartment 48 of the-motor 45 is vented to the atmosphere via a conduit 49 which leads to an air cleaner 50, Figure 2.

The valve member 30 is recessed at and the end of said member provides a land portion 52 which is adapted, in the operation of the valve, to be positioned to register the recess 51 with ports 53 in the valve member 28. The member 30 is also operated so that the land portion 52 covers the ports 53, that .is, laps the valve and is also operated to interconnect said ports withsthe .a'ir cleaner '50 via the compartment :48 and the interior of the valve.

The valve member '18 is provided with annpe'ning 53' to register with one 'enda'of-azdimt 54in thevalve casing, said duct registering at itsiother end with a chamber :55 of a three-way vacuum out in valve indicated .as .a whole zbythe reference numeralSB and disclosed in' detail in Figure 4. The latter valve includes 'avalve member =51 secured to one :end .of anarmature 58 of a solenoid '59. When the solenoid 5.9'is energized the valve member :51 moves downwardly, Figure 4, to seat at 50, thereby connecting duct '54 with the intake ternal combustion engine 62 of the vehicle via a conduit 53 and the-aforementioned chamber 55; :and when the solenoid-59 is deenergized, a spring .64 serves tomove the armature upwardly, Figure 4, to seat the valve member 51 at 55, thereby cutting off the vacuum 'connection'aand venting "the 'duct '54 to the atmosphere via f-the air cleaner 5c, chamber 48 of the :motor 45, the recess the valve casing which houses theouter end of the pin 43, a duct .66 in .theva'lve casing, and the chamber 55. A spring loaded check valve 61 maybe included'in the vacuum connection between the intake manifold :and the valve chamber 55 thereby providing a means formaintaining the clutch disengaged in theevent the conduit is broken when the motor :III is ener- .gized.

Completing the .26 the casing 26' description of the valve unit is provided with 1'8, duct 2.2,

Figure 3, permanently interconnecting the control compartment 46 of the motor 45 withithe aforementioned valve compartment 24. thus provided fluid transmitting means for at all times interconnecting the motor-compartment 45, the valve compartment 24,-and the control compartment of the clutch operating motor-III. It .follows therefore that the operation of the clutch control mechanism constituting curinvention is controlled bycontrolling .the gaseous pressure within the valve compartment .24.

There is thus provided, by .our invention, .a compact valve control unit .26 comprising a multi-sectional casing housing two three may control valves, and also housing means ioroperating said valves comprising a spring .and .pres- .sure differential operated motor .andan accelerator operatedpin, said ,pinand the .power.-.e1ement o'f 'the.motor being connected with thevmovable ,part of said valve by means of a floating .lever .member. The follow up three way'valve 30 is manifold fi-I of "the .inr interconnecting "the 4 thus manually operated and power operated, and the three way out in valve 56 is power operated, the latter operation being efiected by the solenoid 59, Figure 4.

Describmg .now the force transmitting means acwlerator I18 of the car with a throttle operating crank I20 and with the valve operating pin 4I, said pin is connected to a rod 88 and this rod is pivotally connected with a lover member 90. The lower end of this lever memberis pivotally mounted upon a floating pin .I22 andone end of this pin is mounted in one endof la bell zerank lever I24 which is pivotally .mountedupon'a fixed pin I26. The lever member 90 is connected to the accelerator IIB by means or :a rod 118, a bell crank lever I30 and .allin'k 132 all as disclosed in Figure l; and as disclosed in the latter figure, the bell crank lever J24 connected to the throttle valve of the carburetor by means of a link I34, a crank I36, a rod 1.38, r:a--crenk I441, a link and the crank .Iglfl. A spring I44, \Whichis :weaker than a throttle returnrspring I45, is operative, together with :thesprring .145, to :return-thezacceleratorto its throttle closed position and -.to move the'valve member 30 to the right, Figure 8, to open the three way valve, that operate thesame to efiecta clutch disengaging Operational the-motor In. The spring :I 44 is preferably sleeved over the pin I22 and is connected at its ends to the levers 9.0 :and 124. The operation of this part of the mechanism of my invention'vvill be described in greater detail hereinafter when the operation of the entire -.clutch control .mechanisznis described in detail.

.The. solenoid :59 which operates the vacuum cut in valve 56, is controlled by the electrical controls disclosed in Figure .1. .Dmcribing this mechanisma groundedbattery Wis wiredin series with an ignition :switch 68 a clutch control cutout switch-59 preferably mounted in the :instrument panel of the vehicle, the solenoid 58,, .anda grounded switch .Il .wh-ichis opened by the second and. high gear shift rail of "the transmission"l2 when the transmission .is--.established in its'high gear setting. With this electrical hookup the valve is opened, that is, :the'valve-member'IvI seated .at .60, when the switches :48 and 5.9 are-closed and the transmission is established in .any. gearexcepthigh gear; accordingly, with the vacuumnut in valve opened there is provided a source of vacuum to make possible a clutch disengaging operation of the motor I0 when the accelerator is released to open the valve 2|, 30 ant operation which is described in detail hereina er.

With the vehicle traveling in high. ge r it is desirable to automatically disengage the clutch when the accelerator is released and the speed of the vehicleis appreciably reduced, .for example whenthe vehicleis .being driven very slowly 'in traflic; and to effect this operation of the mechanism of ourinvention there is provided a switch T3 which is closed when the accelerator is released to closethe throttle, and a grounded switch which is operated by a vehicle speed responsive governonnotshown. .To efiect the operation of the-switch I3 there is provided a flange I5 on therod I28, said flange .beingcontactlble with .a switch operated member 18.

As is disclosed .in Figure .1 the .switches I4 and I3 are electricallyconnected :in series in an electricalcircuit which is wired in parallel with the grounded transmissioni'operated switch 1 I. .Preigerablytthe switch I3 isso constructed and so op- '44 of said motor not only -erated by the flange that the same is closed just prior to the complete closing of the throttle valve; and is follows, therefore, that the switch 13 is not opened until after the throttle has been opened to a limited degree.

Describing now the complete operation of the mechanism including our invention and incidentally completing the description of the parts thereof not heretofore described, when the accelerator I I8 is released to close the throttle and idle the internal combustion engine I I4, the inis moved to the left, Figure 3, to a position just short of a closing ofi of the ports 53 by the flanged end of said valve member, that is, the land 52.

5! of the vacuum cut in valve time removed from a seat 65; for the solenoid 58 which actuates said valve member i at the time energized to move the armature 58 and the valve member 5! connected thereto downwardly, Figure 4. Explaining this operation the solenoid 59 is at this time energized by virtue of a closing of the grounded breaker switch I4; for inasmuch as the car is at a standstill the vehicle speed responsive governor, not shown, is then operative to close said switch. The governor is so constructed that when the vehicle is at a standstill or is traveling below a relatively low speed, say ten mils per hour, then the governor is operative to close the grounded switch 14 thus completing an electrical circuit including the switch 14, the then closed accelerator operated switch 13, the solenoid 59, the cutout switch 69, the ignition switch 68 of the vehicle and the grounded battery I0.

It is also to be noted at this juncture that when the valve operating motor is energized the movement to the left, Figure 3, of the diaphragm serves to move the valve member 30 to the position disclosed in said figure 6 but also serves to compress the spring 41; and as W111 be described position.

Continuing now the description of the cycle 01' operations of the clutch control mechanism the in com- 2H1 which Elxplaining this arresting operation the clutch spring, by its expansion, serves to maintain a relatlvely low springs.

automatically moves is, expands, thereby .28, 30.

-clutchsprings, the area of the diaphragm separation of idlin Position;

This operation,

cham er LB it follows that-the gaseous pressure within said chambers is :a-lsomaintained relatively low by virtue of the expansion of the clutch As :describedabove, when the clutch springs have expanded a certain amount, that is, when their vacuum creating pulling power has decreased to a certain factor, then the spring 41 to the right, Figure 3, that lapping the three way valve Describing this operation of said valve the valve member 30 moves to the right until the ports 53register with the land portion 52 of said valve member; :and when this occurs the flow of air'into the chamber 46 and the motor I is automatically cut off and the system is then in equilibrium.

clockwise about the-pivotal connection between the pin I 22 and said lever, acting as a fulcrum. As stated above, the parts v .of the mechanism are so constructed and arsaid pivotal connection load of the 44 and the rate of the spring-42', that the valve is lapped to arrest the movement of the power element of .the clutch motor when the clutch plates are just short of contact with each other.

This operation of the motor I0 is usually described as the first stage operation thereof and it is to be particularly noted that by varying the rate of thespring 41 that the termination of the first stage operation of the motor may be varied. In other words, by varying the rate of the spring Al thereis providedmeans for varying the degree of the clutch plates when the first stage of clutch engaging operation of the motor H1 is completed. It is alsoto be noted that the .mechanism is preferably so constructed that this first stage of clutch engagin operation of said motor is completed before or at .substantially the same time .as the opening of the throttle i initiatedand as aresult of a relativelysmall degree of depression of the accelerator. This firststage operation of the motor I0 is completed very quickly and with a normal operation of the accelerator the driver may momentarily arrest the depression thereof when the resistance of the throttle return spring H5 is encountered; and this .momentaryarresting of the depression of the ranged, particularly the strength or accelerator will suffice to insure a completion of the aforementioned first stage of clutch engaging operation of said motor before the throttle is opened.

To effect the step by stepzsecond stage of clutch engaging operation of the motor In the driver continues the depression of the accelerator there- 'by effecting .a clockwise rotation of the bell crank lever 124 to open the throttle beyond its and this operation of the acceleratorserves to again efiect a leftward movement of the rod 88 and a leftward movement of the valve member 30 the lever 36 again fulcruming about its pivotal connection with the pin 43. as with the above described first stage clutch engaging operation of the motor, serves to again place .the clutch motor compartment 48 and the control compartment of the clutch motor in communication with the atmosphere, thereby increasing the gaseous pressure therein. The clutch springs then automatically resume their expansion to force the clutch plates into contact with each other.

As before, if the driver arrests the movement of the accelerator after this resumption of movement of the valve member .30 .said member again moves to its lapped position by virtue of chamber 48.

exerted by the effect the relatively rapid movement .lever and the accelerator a resumption of theexpansion of the spring 41. ,In this valve lapping operation the direction of movement .of the valve member 3.0 is again reversed, thelever with the-pin 61. As with the above described first stage of clutch engaging operation of the mechanism the spring 41 expands to move the valve member 30 to its lapped position when the differentialo! pressure acting on the diaphragm 44 is reduced to a certain factor by the flow of .air into the As with the first stage operation ofthe mechanism, the valve is lapped when the force exerted .by the spring 41 equals the force diaphragm 44.

The clutch plates are thus first moved just short of engagement with each other and then pressed into contact, said latter operation being effected by a succession of steps if the driver chooses to depress the accelerator by a succession of steps; and he will probably do this if he desires to effect a slipping operation of the clutch. lhe latter operation is, of course, necessary in efiecting a very slow movement of the car such as when parking the same. The first stage operation of the mechanism, that is the operation to of theclutch plates up to .a point just short of engagement with each other, will, by virtue of the relatively fast movement of the valve member 30 and its egree of movement during the initial increment of movement of the accelerator, be effected very quickly. The second stage clutch engaging operation of my clutch control mechanism is effected more slowly inasmuch as the bell crank lZil is operated as a throttle operating lever of the first class, the levers and IM moving as a unit about the pin I25; and by virtue of this operation the degree of clutch engafiing movement of the valve member .30 is relativelyl small compared to the degree of movement of the accelerator to effect said movement. It is also to be remembered that the first stage of clutch engaging operation of the clutch is, with a normal operation of the accelerator, completed before or at substantially the same time as the paratory to establishing the transmission ,in :a

higher gear ratio setting.

There is thus provided, by the friction clutch control mechanism including our invention, power means for effecting the disengagement of the clutch when the accelerator is released to idle the engine and the transmission is established in any one of its low, reverse, or second gear settings; or when the accelerator is released to idle the engine, the vehicle is traveling below governor speed or is at rest, and the transmission is established in its high gear setting. In this clutch disengaging operation of the power means the accelerator, in its operation of the three-way valve 28, 30, cooperates with the governor in its operation of closing the switch I4 H8 in its operation of closin the switch 13. As to the clutch engaging opera.-

tion of the power means of my invention, said operation is effected, through the intermediary,

of the floating lever 36, by an operation ofthe accelerator and an operation of thevalve operating motor 45. It is also to be noted that with the clutch control mechanism disclosed herein if the driver should fail to depress the accelerator to operate the valve 28, 30 just after:the transmission is established in its high gear setting, that the bleed of air into the motor ilk-via the duct 66 will nevertheless insure an engage,- ment of the clutch. This operation of the mechanism might be effected if the tranmission were placed in its high gear settin just beforethe vehicle started to descend a grade. -:i:

The valve mechanism disclosed herein and which constitutes our invention, insures a two stage operation of the clutch motor and a resulting smooth engagement of the clutch, with '-any mode of operation of the accelerator; forthe operation of the leverage changing force transmitting connections and the throttle springJlS virtually insure this two mechanism when the clutch is engaged as a' result of a normal operation of the accelerator. The floating lever 36 interconnecting the reciprocable valve member 30 with the accelerator operated pin 4| and the power element 44 of the valve operating motor 45, provide a very simple, yet effective, means for operating the three way control valve 28, 30; the varying of the rate of the spring 41 provides a means for determining when the first stage of engagement of the clutchis completed; the particular force transmitting means interconnecting the throttle valve,: the valve member 30 and the accelerator H8 insures a completion of the first stage of engagement of the clutch just as the throttle is opened or is about to be opened; and the step by step clutch engaging or disengaging operations of the power element of the clutch motor insures the desired maneuvering of the vehicle in trafllc or when the vehicle is being parked.

The valve mechanism constituting our invention may be used to control mechanism other than the clutch operating motor of an automotive clutch control mechanism. For example the unit 26 might be used to control the vacuum mechanism of an automotive vehicle. With such a use the power and manually controlled follow up three way valve 30 of Figure; 3 would control the ingress and egress of air, that is the power fluid into and from the pressure differential operated motor connected to; the brakes; and the manually controlled vacuum cut in valve 51, Figure 4, would serve to either cut in or cut out the operation of the valve 30.

The valve mechanism constituting our invention is disclosed in our Patent No. 2,571,162 dated October 16, 1951, the instant application being a division thereof; and said mechanism is also disclosed in part in Harold W. Price et al. Patent No. 2,589,628 dated March 18, 1952.

It is thought that the invention and many of its attendant advantages will be understood from the foregoing description and though said invention has been illustrated in connection with but one modification thereof it will be apparent that various changes may be made in the form, construction and arrangement of the parts without departing from the spirit and scope of the invention or sacrificing all of its material advantages, the form hereinbefore described being merely a preferred embodiment.

stage operation 01'. the

i0 We claim:

casing constructed to provide a plurality of ducts including a duct adapted to be connected to a source of vacuum, a three way valve mechanism, including a movable valve member, housed within the casing, means, housed within the casing, for actuating the movable valve member said means including manually operated pin member connected to said lever member, a second pin member connected to said lever member, another pin member interconnecting the valve member and lever member and a pressure differential operated motor for actuating the second pin member; a valve within the casing for controlling the flow of power fluid through the aforementionedduct connected to a source of vacuum and thereby cut into operation or disable the valve unit as a control means, and means, also housed within the casing, for controlling the operation of the latter valve. 7 I r I Q 4 ,2, A valveunit adapted to control the ingress and egress of power fluid into and from a pressure differential operated motor comprising a casing including a plurality of ducts one of which is permanently vented to the atmosphere and another of which is adapted to be connected to a source of vacuum; a three way valve mechanism, including a movable valve member, housed within the casing; means, housed within the casing, for actuating the movable valve member including a floating lever member, a manually operated pin member connected to said lever member, a second pin member connected to said lever member, another pin member interconnecting the valve member and lever member, and a pressure differential operated motor for actuating the second pin member; a valve within the casing for controlling the flow of power fluid through the aforementioned duct connected to a source of vacuum and thereby cut into operation or disable the valve unit as a control means, said valve cooperating with the aforementioned vented duct to control the ingress and egress of power fluid into and from the valve unit; and means for controlling the operation of the latter valve.

3. A valve mechanism including a casing hav ing a port adapted to be connected to a source of power fluid, a three way follow-up valve within the casing said valve comprising a movable valve member, a fluid transmitting connection aforementioned fluid transmitting connection, and means for actuating said movable valve member including power operated a floating lever member, a

way vacuum cut in valve adapted to eontnol the flow of power fluid through the aforementioned fluid transmitting connection, and means for actuating said movable valve member including a pressure differential operated motor, and further including means adapted to be operated or controlled by the physical effort of the operator.

5. A valve mechanism adapted to be controlled by the driver of an automotive vehicle and op=-' erable to control the flow of power fluid into and from a motor said mechanism including a casing, a" movable three way valve member within the casing said casingbeing constructed to provide a; fluid transmitting passage-to the valve member, a three way out in valve member housed" serving to either open the passage to thereby connect the valve member with a source of fluid power or vent theval've member to the atomsphere; together with means, including a pressure differential operated motor and a member adapted to be actuated by the physical effort of the driver of the vehicle, for actuating the movable valve member.

6. A valve mechanism adapted to by the driver of an automotive vehicle andopwithin the casing and be controlled erable to control the flow: at power fluid intoand.

operated motor said movable three from a pressure difler'ential mechanism including a casing, a

way valve member within the casing. said casing.

phere; a solenoid having its armature connected tothe cut in valve member together'with means, including a pressure difl'erential operated motor and a member adapted to be actuated by the physical effort of the driver of the vehicle, for

actuating the movable valve member.

HAROLDW. PRICE. EDWARD E. HUPP.

References Citedin the me of this patent UNITED STATES PATENTS Number Name Date 420,801 Hultgren Feb. 4, 1890 1,231,257 Herr June 26, 1917 source of fluid 

